EP3112204B1 - Kupplungssteuerungsvorrichtung für fahrzeug mit allradantrieb - Google Patents

Kupplungssteuerungsvorrichtung für fahrzeug mit allradantrieb Download PDF

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Publication number
EP3112204B1
EP3112204B1 EP15755987.3A EP15755987A EP3112204B1 EP 3112204 B1 EP3112204 B1 EP 3112204B1 EP 15755987 A EP15755987 A EP 15755987A EP 3112204 B1 EP3112204 B1 EP 3112204B1
Authority
EP
European Patent Office
Prior art keywords
clutch
wheel drive
vehicle
drive
wheel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP15755987.3A
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English (en)
French (fr)
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EP3112204A1 (de
EP3112204A4 (de
Inventor
Katsuyoshi Ogawa
Atsuhiro Mori
Shunichi Mitsuishi
Makoto Morita
Tetsu Takaishi
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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Publication date
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Publication of EP3112204A1 publication Critical patent/EP3112204A1/de
Publication of EP3112204A4 publication Critical patent/EP3112204A4/de
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Publication of EP3112204B1 publication Critical patent/EP3112204B1/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • B60K23/0808—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/344—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/348—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed
    • B60K17/35—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/119—Conjoint control of vehicle sub-units of different type or different function including control of all-wheel-driveline means, e.g. transfer gears or clutches for dividing torque between front and rear axle
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/12—Conjoint control of vehicle sub-units of different type or different function including control of differentials
    • B60W10/16—Axle differentials, e.g. for dividing torque between left and right wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • B60W30/045—Improving turning performance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/101—Side slip angle of tyre
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/114—Yaw movement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D11/00—Clutches in which the members have interengaging parts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D13/00—Friction clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D21/00—Systems comprising a plurality of actuated clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/02—Arrangements for synchronisation, also for power-operated clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/348—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed
    • B60K17/35—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches
    • B60K17/3515—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches with a clutch adjacent to traction wheel, e.g. automatic wheel hub
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0604—Throttle position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • F16D2500/00—External control of clutches by electric or electronic means
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    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70422—Clutch parameters
    • F16D2500/70424—Outputting a clutch engaged-disengaged signal
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    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/706—Strategy of control
    • F16D2500/7061—Feed-back

Definitions

  • the present invention relates to a clutch control device for a four-wheel drive vehicle in which a system for transmitting drive force to auxiliary drive wheels is provided with a dog clutch and a friction clutch.
  • the dog clutch when switching from a two-wheel drive mode to a four-wheel drive mode, the dog clutch is engaged after the friction clutch is engaged and the drive source side and the rear wheel side of the dog clutch are synchronized. In addition, when switching from a four-wheel drive mode to a two-wheel drive mode, the dog clutch is released after the friction clutch is released.
  • Patent Document 1 Japanese Laid-Open Patent Application No. 2010-254058
  • Prior art document EP 2 308 711 A1 which comprises the features mentioned in the preamble of claim 1, discloses a driving-force transmitting device which includes a first disengaging mechanism that disengages a driving force from an engine to a driving-force transmitting unit and a second disengaging mechanism having a synchronizing mechanism that disengages the driving force from a driving-force transmitting unit to a right-rear-wheel driving shaft.
  • a change gear ratio between front wheels and rear wheels is constructed so that a driving-force transmitting unit side of the first disengaging mechanism rotates at a speed higher than that of an opposing side at the time of completion of synchronization of the second disengaging mechanism.
  • synchronization of the second disengaging mechanism first starts to increase the rotation speed of the driving-force transmitting unit, and next connects the first disengaging mechanism when a rotation speed of the driving-force transmitting unit side of the first disengaging mechanism matches that of an opposite side.
  • an object of the present invention is to provide a clutch control device for a four-wheel drive vehicle capable of achieving an improvement in the stabilization of vehicle behavior and an improvement in the sound and vibration levels by achieving an optimization in the synchronization speed of the dog clutch.
  • the present invention relates to a drive power transmission device characterized in that:
  • the clutch control unit reduces the synchronization speed of the dog clutch more when engaging the dog clutch during deceleration than when the vehicle is not decelerating.
  • the shock that is generated by engagement of the dog clutch during deceleration can thereby be reduced relative to when the vehicle is not decelerating, so that it becomes possible to achieve an improvement in the sound and vibration levels of the vehicle.
  • the clutch control unit controls the synchronization speed of the dog clutch to be higher when engaging the dog clutch when the vehicle is not decelerating than when the vehicle is decelerating.
  • the "drive system configuration of the four-wheel drive vehicle,” the "control system configuration of the four-wheel drive vehicle,” the “drive mode switching configuration,” and the “clutch control configuration” will be separately described regarding the configuration of the clutch control device for a front wheel drive based four-wheel drive vehicle (one example of a four-wheel drive vehicle) in the first embodiment.
  • Figure 1 illustrates the configuration of the drive system of a front wheel drive based four-wheel drive vehicle to which is applied the clutch control device of the first embodiment.
  • the drive system configuration of the four-wheel drive vehicle will be described below based on Figure 1 .
  • the front wheel drive system of the four-wheel drive vehicle is provided with a transverse engine 1 (drive source), a transmission 2, a front differential 3, a left front wheel drive shaft 4, a right front wheel drive shaft 5, a left front wheel 6 (main drive wheel), and a right front wheel 7 (main drive wheel), as illustrated in Figure 1 . That is, the drive force is transmitted from the transverse engine 1 and the transmission 2 to the left and right front wheel drive shafts 4, 5 via the front differential 3, and constantly drives the left and right front wheels 6, 7 while allowing a differential rotation.
  • the rear wheel drive system of the four-wheel drive vehicle comprises a dog clutch 8 (dog clutch), a bevel gear 9, an output pinion 10, a rear wheel output shaft 11, and a propeller shaft 12, as illustrated in Figure 1 . Further provided are a drive pinion 13, a ring gear 14, a rear differential 15, an electronically controlled coupling 16 (friction clutch), a left rear wheel drive shaft 17, a right rear wheel drive shaft 18, a left rear wheel 19 (auxiliary drive wheel), and a right rear wheel 20 (auxiliary drive wheel).
  • 21 is a universal joint.
  • a disengaged state of the dog clutch 8 and the electronically controlled coupling 16 friction loss and oil stirring loss are suppressed and improved fuel efficiency is achieved by arresting the rotation between the ring gear 14 and the bevel gear 9 of the rear wheel drive system.
  • the dog clutch 8 is a dog clutch that is provided at a drive branch position from the left and right front wheels 6, 7 to the left and right rear wheels 19, 20, and that separates the system for transmitting drive force to the left and right rear wheels 19, 20 from the system for transmitting drive force to the left and right front wheels 6, 7 by releasing the clutch.
  • the dog clutch 8 is disposed in a position upstream of the bevel gear 9 and the output pinion 10, configuring a transfer mechanism, provided at a drive branch position to the left and right rear wheels 19, 20.
  • an input side meshing member 8a of the dog clutch 8, illustrated in Figure 2 is connected to a differential case 3a of the front differential 3, and an output side meshing member 8b of the dog clutch 8 is connected to the bevel gear 9.
  • the dog clutch 8, the bevel gear 9, the output pinion 10, and a portion of the rear wheel output shaft 11 are incorporated in a transfer case 23 that is fixed to a position adjacent to the front differential housing 22.
  • a dog clutch in which one of a pair of meshing members 8a, 8b (refer to Figure 2 ) is a fixing member and the other is a movable member, in which a spring that biases in the engaging direction is provided between the fixing member and the movable member, and in which a screw groove that can be fitted with a solenoid pin is formed on the outer perimeter of the movable member, is used as this dog clutch 8.
  • this dog clutch 8 releases the engagement due to the movable member making a stroke in the releasing direction while being rotated and the stroke amount exceeding a predetermined amount.
  • the movable member makes a stroke in the engaging direction toward the fixing member due to the biasing force of the spring, or the like, and the teeth of the two 8a, 8b are meshed and engaged.
  • the electronically controlled coupling 16 is a friction clutch that is provided in a downstream position of the dog clutch 8, and that allocates a portion of the drive force from the transverse engine 1 to the left and right rear wheels 19, 20, in accordance with the clutch engagement capacity.
  • This electronically controlled coupling 16 is configured to be disposed in the position of the left rear wheel drive shaft 17, which extends to the left rear wheel 19, downstream of the bevel gear 9 and the output pinion 10, which configure the transfer mechanism, via the propeller shaft 12 and the rear differential 15.
  • An input side clutch plate of the electronically controlled coupling 16 is connected to a left side gear of the rear differential 15, and an output side clutch plate is connected to the left rear wheel drive shaft 17.
  • this electronically controlled coupling 16 is incorporated in a coupling case 25 that is fixed in a position adjacent to a rear differential housing 24.
  • an electronically controlled coupling comprising a multi-plate friction clutch in which a plurality of input-side and output-side plates are alternately arranged, a fixed cam piston (not shown) and a movable cam piston (not shown) which have opposing cam surfaces, and a cam member (not shown) that is interposed between the opposing cam surfaces, is used as this electronically controlled coupling 16.
  • the engagement of the electronically controlled coupling 16 is carried out by rotating the movable cam piston (not shown) in a predetermined engaging direction with an electric motor (electronically controlled coupling actuator 49 illustrated in Figure 2 ).
  • the movable cam piston (not shown) is moved in a clutch engaging direction in accordance with the rotation angle to increase the frictional engagement force of the multi-plate friction clutch, due to a cam action that expands the piston gap.
  • the release of the electronically controlled coupling 16 is carried out by rotating the movable cam piston (not shown) in the opposite direction of the engaging direction with the electric motor (electronically controlled coupling actuator 49 illustrated in Figure 2 ).
  • the movable cam piston (not shown) makes a stroke in the clutch disengaging direction in accordance with the rotation angle to decrease the frictional engagement force of the multi-plate friction clutch, due to a cam action that reduces the piston gap.
  • Figure 2 illustrates the configuration of the drive system of a front wheel drive based four-wheel drive vehicle to which is applied the clutch control device of the first embodiment.
  • the control system configuration of the four-wheel drive vehicle will be described below based on Figure 2 .
  • the control system of the four-wheel drive vehicle is provided with an engine control module 31, a transmission control module 32, an ABS actuator control unit 33, and a 4WD control unit 34, as illustrated in Figure 2 .
  • Each of the control modules and each of the control units 31-34 are configured by an arithmetic processing unit, such as a microprocessor.
  • the engine control module 31 is a control device of the transverse engine 1, which inputs detection signals from an engine rotational frequency sensor 35, an accelerator position opening amount sensor 36, and the like, as vehicle state detection devices.
  • Engine rotational frequency information and accelerator position opening amount information (ACC information) are input from this engine control module 31 to the 4WD control unit 34 via a CAN communication line 37.
  • the transmission control module 32 is a control device of the transmission 2, which inputs detection signals from a transmission input rotational frequency sensor 38, the transmission output rotational frequency sensor 39, and the like, as vehicle state detection devices.
  • Gear ratio information is input from this transmission control module 32 to the 4WD control unit 34 via the CAN communication line 37.
  • the ABS actuator control unit 33 is a control device of an ABS actuator which controls the brake fluid pressure of each wheel, which inputs detection signals from a yaw rate sensor 40, a lateral G sensor 41, a longitudinal G sensor 42, wheel speed sensors 43, 44, 45, 46, and the like, as vehicle state detection devices. Yaw rate information, lateral G information, longitudinal G information, and wheel speed information of each wheel, are input from this ABS actuator control unit 33 to the 4WD control unit 34 via the CAN communication line 37. Besides the information described above, steering angle information from a steering angle sensor 47 is input to the 4WD control unit 34 via the CAN communication line 37.
  • the 4WD control unit (clutch control unit) 34 is a control device that controls the engagement and disengagement of the dog clutch 8 and the electronically controlled coupling 16, and carries out a calculation step based on various input information from each of the sensors as vehicle state detection devices.
  • the control unit outputs drive control commands to a dog clutch actuator 48 (solenoid) and an electronically controlled coupling actuator 49 (electric motor).
  • a dog clutch actuator 48 solenoid
  • an electronically controlled coupling actuator 49 electric motor.
  • a drive mode selection switch 50 a brake switch 51 that detects the presence/absence of a braking operation
  • a ring gear rotational frequency sensor 52 a dog clutch stroke sensor 53
  • a motor rotation angle sensor 54 gear position switch 55, and the like are provided as input information sources.
  • the drive mode selection switch 50 is a switch with which a driver switches to select among a "2WD mode,” a "lock mode,” and an "auto mode.”
  • the engagement and disengagement of the dog clutch 8 and the electronically controlled coupling 16 are automatically controlled in accordance with the vehicle state (vehicle speed VSP, accelerator position opening amount ACC).
  • vehicle speed VSP is basically calculated from the wheel speed of the left and right rear wheels 19, 20 as the auxiliary drive wheels.
  • auto mode there is a choice between an “eco-auto mode” and a “sports auto mode,” where the release state of the electronically controlled coupling 16 in “standby two-wheel drive mode,” in which the dog clutch 8 is engaged, will differ and depends upon the selected mode. That is, when “eco-auto mode” is selected, the electronically controlled coupling 16 is put in a fully released state and waits, and when the "sports auto mode” is selected, the electronically controlled coupling 16 is put in a released state immediately before engagement and waits.
  • the ring gear rotational frequency sensor 52 is a sensor for acquiring output rotational speed information of the dog clutch 8, and which calculates the output side rotational frequency of the dog clutch 8 by taking into consideration of the rear side gear ratio and the front side gear ratio upon calculation with respect to the detected value of the ring gear rotational frequency.
  • the input rotational speed information of the dog clutch 8 is obtained by calculating the average value of the left and right front wheel speeds.
  • Figure 3 illustrates a drive mode switching map corresponding to the vehicle speed VSP and the accelerator position opening amount ACC used in the clutch control when the "auto mode" is selected
  • Figure 4 illustrates the switching transition of the drive mode (disconnected, two-wheel drive mode/standby two-wheel drive mode/connected, four-wheel drive mode).
  • the drive mode switching configuration will be described below, based on Figure 3 and Figure 4 .
  • the drive mode switching map is set to be separated into a differential rotation control region (Disconnect), which is a control region for the disconnected, two-wheel drive mode; a differential rotation control region (Standby), which is a control region for the standby two-wheel drive mode; and a drive force distribution region (Connect), which is a control region for the connected, four-wheel drive mode, in accordance with the vehicle speed VSP and the accelerator position opening amount ACC, as illustrated in Figure 3 .
  • a differential rotation control region Disconnect
  • Standby differential rotation control region for the standby two-wheel drive mode
  • Connect drive force distribution region
  • region dividing line A in which the accelerator position opening amount ACC is increased proportionally with the increase in the vehicle speed VSP from a base point a of a set vehicle speed VSPO at which the accelerator position opening amount is zero, and a region dividing line B of a constant accelerator position opening amount ACC0, which is drawn from an intersection b with the region dividing line A toward the high vehicle speed side.
  • the differential rotation control region (Disconnect) which is a control region to the disconnected, two-wheel drive mode, is set in the region in which the accelerator position opening amount ACC is less than or equal to the set opening amount ACC0, and which is surrounded by the vehicle speed axis line on which the accelerator position opening amount ACC is zero, the region dividing line A, and the region dividing line B. That is, the region is set in a region in which the frequency of occurrence of the differential rotation of the left and right front wheels 6, 7 and the left and right rear wheels 19, 20 due to wheel slip is extremely low, since the accelerator position opening amount ACC is less than or equal to the set accelerator position opening amount ACC0, and even if wheel slip does occur, the four-wheel drive requirement is low so that slip increases slowly.
  • the differential rotation control region which is a control region for the standby two-wheel drive mode, is set in the region in which the accelerator position opening amount ACC exceeds the set accelerator position opening amount ACC0, and which is surrounded by the region dividing line A and the region dividing line B. That is, the region is set in a region in which, since the accelerator position opening amount ACC exceeds the set accelerator position opening amount ACC0 but the vehicle speed VSP is in a high vehicle speed region, while the 4WD requirement is low, if differential rotation of the left and right front wheels 6, 7 and the left and right rear wheels 19, 20 is generated due to wheel slip, there is a high probability that slip will increase rapidly.
  • the drive force distribution region (Connect), which is a control region for the connected, four-wheel drive mode, is set in the region surrounded by the accelerator position opening amount axis line on which the vehicle speed VSP is zero, the vehicle speed axis line on which the accelerator position opening amount ACC is zero, the region dividing line A. That is, the mode is set in a region in which the 4WD requirement is high, such as when starting or during high-load travel in which the vehicle speed VSP is low but the accelerator position opening amount ACC is high.
  • the travel mode becomes 2WD travel (Disconnect) in which both the dog clutch 8 and the electronically controlled coupling 16 are released, as illustrated in frame C of Figure 4 .
  • a front wheel drive 2WD travel in which drive force is transmitted only to the left and right front wheels 6, 7, is maintained.
  • the wheel slip amount or the wheel slip rate
  • the electronically controlled coupling 16 is frictionally engaged.
  • differential rotation control to suppress wheel slip is carried out by engaging the dog clutch 8 and allocating drive force to the left and right rear wheels 19, 20.
  • the travel mode becomes 2WD travel (Standby) in which the dog clutch 8 is engaged and the electronically controlled coupling 16 is released, as illustrated in frame D of Figure 4 .
  • front wheel drive 2WD travel (Standby) in which drive force is transmitted only to the left and right front wheels 6, 7, is maintained.
  • the wheel slip amount (or the wheel slip rate) exceeds a threshold value, only the electronically controlled coupling 16 is frictionally engaged, since the dog clutch 8 has already been engaged.
  • Differential rotation control to suppress wheel slip is carried out by allocating drive force to the left and right rear wheels 19, 20 with good responsiveness by this frictional engagement of the electronically controlled coupling 16.
  • the travel mode becomes 4WD travel (Connect) in which both the dog clutch 8 and the electronically controlled coupling 16 are engaged, as illustrated in frame E of Figure 4 .
  • a drive force distribution control is carried out, which achieves the optimum drive force distribution to the left and right front wheels 6, 7, and to the left and right rear wheels 19, 20 that is suited to the road conditions (for example, distribution control to the front and rear wheels at the time of start).
  • the switching transition between the 2WD travel (Disconnect), 2WD travel (Standby), and 4WD travel (Connect) in Figure 4 is carried out by a switching request that is output when an operating point, which is determined by the vehicle speed VSP and the accelerator position opening amount ACC, crosses the region dividing line A and the region dividing line B illustrated in Figure 3 .
  • the switching transition speed of each drive mode is determined so that the transition speed to a drive mode that meets a 4WD request is prioritized over the transition speed to the disconnected, two-wheel drive mode that meets a fuel efficiency request.
  • the switching transition speed of 2WD travel (Disconnect) ⁇ 2WD travel (Standby) is configured to be fast
  • the switching transition speed of 2WD travel (Standby) ⁇ 2WD travel (Disconnect) (arrow G in Figure 4 ) is configured to be slow
  • the switching transition speed of 2WD travel (Disconnect) ⁇ 4WD travel (Connect) (arrow H in Figure 4 ) is configured to be fast
  • the switching transition speed of 4WD travel (Connect) ⁇ 2WD travel (Disconnect) (arrow I in Figure 4 ) is configured to be slow.
  • the switching transition speed of 2WD travel (Standby) ⁇ 4WD travel (Connect) (arrow J in Figure 4 ) is configured to be the same fast speed as the switching transition speed of 4WD travel (Connect) ⁇ 2WD travel (Standby) (arrow K in Figure 4 ).
  • FIG 5 illustrates the flow of the clutch control process that is executed in the 4WD control unit 34 when engaging the dog clutch 8. That is, the clutch control process when transitioning to the drive force distribution region (Connect) and when transitioning to the differential rotation control region (Standby), from the differential rotation control region (Disconnect), in which the vehicle state is controlled to the disconnected, two-wheel drive mode, in the drive mode map of Figure 3 , will be described. These clutch control process is repeated at a predetermined cycle of about 10-30 ms.
  • Step S1 it is determined whether or not there is a request to engage the dog clutch 8; when this engagement request is present, the process proceeds to Step S2, and when the engagement request is not present, one set of steps is ended.
  • This request to engage the dog clutch 8 is made when there is a mode transition request to either the connected, four-wheel drive mode or the standby, two-wheel drive mode.
  • Step S2 to which the process proceeds when a request to engage the dog clutch 8 is present, an engagement command of the electronically controlled coupling 16 is output, after which the process proceeds to Step S3.
  • Step S3 the differential rotation speed ⁇ N of the input and output side meshing members 8a, 8b of the dog clutch 8 is calculated, after which the process proceeds to Step S4.
  • Step S4 it determined whether or not the differential rotation speed ⁇ N that is calculated in Step S3 has become less than or equal to a synchronization determination threshold value ⁇ which is set in advance, that is, whether or not the dog clutch 8 has been placed in a synchronized state. Then, if ⁇ N ⁇ ⁇ (dog clutch synchronized), the process proceeds to Step S5, and if ⁇ N > ⁇ (dog clutch not synchronized), the process returns to Step S2.
  • Step S5 to which the process proceeds when the dog clutch 8 is determined to be synchronized, an engagement command of the dog clutch 8 is output, after which the process proceeds to Step S6.
  • the engagement at this time is an engagement for synchronous rotation of the dog clutch 8 and an engagement with a lower transmission torque than the transmission torque during full engagement in the connected, four-wheel drive mode.
  • Step S6 whether or not the engagement of the dog clutch 8 is completed is determined. Then, if the engagement is completed, the process proceeds to Step S7, and if the engagement is incomplete, the process returns to Step S5. For the determination of engagement complete in Step S6, the engagement is determined to be completed when it is detected that the movable member makes a stroke that exceeds a set amount based on a detection of the dog clutch stroke sensor 53.
  • Step S7 to which the process proceeds at the time of engagement completion of the dog clutch 8, it is determined whether or not the drive mode transition based on the drive mode switching map of Figure 3 is a transition to the connected, four-wheel drive mode. If the transition is to the connected, four-wheel drive mode, the process proceeds to Step S9 and the electronically controlled coupling 16 is fully engaged, after which one set of control steps is ended. Additionally, if the transition is not to the connected, four-wheel drive mode in Step S7, that is, if the transition is to the standby, two-wheel drive mode, the process proceeds to Step S8 and a disengagement command of the electronically controlled coupling 16 is output, after which one set of control steps is ended.
  • Step S2 a control of the synchronization speed of the dog clutch 8 based on an engagement speed control when an engagement command of the electronically controlled coupling is output in Step S2, will be described.
  • the 4WD control unit 34 comprises a synchronization speed control unit 100, as illustrated in Figure 2 .
  • This synchronization speed control unit 100 controls the speed from synchronization start to synchronization complete (synchronization rate), when the input side meshing member 8a and the output side meshing member 8b synchronously rotate accompanying an engagement of the dog clutch 8.
  • This synchronization speed (synchronization rate) shall be a normal speed (normal synchronization rate) during acceleration as well as during constant speed travel, except during deceleration.
  • the synchronization speed (synchronization rate) is controlled to a speed below the normal speed, and, at this time, the speed is controlled according to the rate of deceleration so as to decrease as the rate of deceleration increases.
  • Step S21 it is determined whether or not the vehicle is in a deceleration state; if in the deceleration state, that is, if the vehicle speed VSP is decreasing, the process proceeds to Step S22, and if in a non-deceleration state (acceleration state or constant speed state), the process proceeds to Step S24.
  • Step S24 the synchronization rate is set to the normal synchronization rate, which is set in advance.
  • Step S23 the synchronization rate, which is the time required for synchronizing the dog clutch 8, is set to a speed below the normal synchronization rate (low synchronization rate). Furthermore, in Step S23, upon setting the synchronization rate, the synchronization rate is set lower (set to a low speed) as the absolute value of the rate of deceleration is increased in accordance with the rate of deceleration when the vehicle state crosses region dividing line A in the arrow C1 direction.
  • the synchronization rate corresponds to the time required for synchronizing the dog clutch 8; synchronization is performed more quickly as the synchronization rate increases, and the time required for synchronization is set to increases as the synchronization rate decreases.
  • the synchronization rate is set according to the engagement speed of the electronically controlled coupling 16. That is, the engagement speed of the electronically controlled coupling 16 decreases as the synchronization rate decreases.
  • the engagement speed of the electronically controlled coupling 16, on the other hand, increases as the synchronization rate increases.
  • the engagement command of the electronically controlled coupling 16 sets the engagement speed to be high, and sets the engagement speed after completion of idling according to the rate of deceleration so as to make a gradually rising slope that follows a quadratic curve rotated 90°, as illustrated in Figure 8 .
  • the degree to which this engagement output command TETS to the electronically controlled coupling 16 varies to make a rising slope gradual is set to increase as the rate of deceleration increases.
  • Figure 7 is a time chart illustrating the operation of a comparative example in which the synchronization control of the dog clutch 8 is carried out at a synchronization rate that is similar to that when the vehicle is not decelerating, without carrying out a variable control of the synchronization rate.
  • Step S2 the vehicle speed VSP crosses a set vehicle speed VSPO, which forms the region dividing line A, as illustrated by arrow C1 in Figure 3 , and the drive mode is transitioned from the disconnected, two-wheel drive mode to the connected, four-wheel drive mode.
  • the engagement of the electronically controlled coupling 16 is started (Step S2).
  • the rotation speed of the output side meshing member 8b is increased so as to be in synchronous rotation with the input side meshing member 8a, and the differential rotation speed ⁇ N of the two will decrease from time t02 to time t03.
  • the change in the differential rotation speed ⁇ N is relatively large, i.e., the decreasing gradient of the differential rotation speed ⁇ N is steep as illustrated in Figure 7 ; if the dog clutch 8 is engaged in this state, the shock at the time of engagement is relatively large. Consequently, a change in the acceleration/deceleration G, as shown in the drawing, occurs at the time of engaging the dog clutch 8.
  • the driver since the driver is in a state in which his or her foot is away from the accelerator pedal, which is not shown, and not performing an operation, the driver is more apt to feel a shock compared to when accelerating by depressing the accelerator pedal, which is not shown, during which time the engine rotation speed increases.
  • the first embodiment is capable of suppressing the generation of this shock at the time of engagement of the dog clutch 8; the operation of the first embodiment will now be described below based on the time chart of Figure 8 .
  • the driver is depressing the accelerator pedal, which is not shown, to accelerate the vehicle. Then, after t11, the driver lifts his or her foot off the accelerator pedal, which is not shown, and the vehicle enters a coasting state, during which the engine brake acts.
  • the vehicle speed VSP crosses a set vehicle speed VSPO, which forms the region dividing line A as illustrated by arrow C1 in Figure 3 , and the drive mode is transitioned from the disconnected, two-wheel drive mode to the connected, four-wheel drive mode.
  • the engagement of the electronically controlled coupling 16 is started (Step S2), and the rotation speed of the output side meshing member 8b is increased in the dog clutch 8.
  • the differential rotation speed ⁇ N of the two meshing members 8a, 8b decreases from time t12, when the engagement of the electronically controlled coupling 16 is started, to time t13.
  • the synchronization rate is determined according to the deceleration G at that time. That is, the synchronization rate is made lower than when the vehicle is not decelerating, and the synchronization rate is reduced more as the deceleration G increases.
  • the engagement output command TETS of the electronically controlled coupling 16 is raised more slowly than the comparative example of Figure 7 , and the decreasing gradient of the differential rotation speed ⁇ N of the dog clutch 8 becomes more gradual than that in the comparative example of Figure 7 .
  • the engagement output command TETS at this time will be the same output as normal when outputting during the idling interval until actually starting the engagement; thereafter, the output is suppressed from the output corresponding to the stroke amount for actually carrying out torque transmission.
  • the engagement of the dog clutch 8 is carried out in a state in which the change of the differential rotation speed ⁇ N is small; the shock at the time of engagement is thereby suppressed, and a change in the acceleration/deceleration G at the time can be suppressed.
  • the reason that the connected, four-wheel drive mode is selected in a low-speed range is to establish stability of acceleration at the time of start, and the main object of switching to the connected, four-wheel drive mode during deceleration is a switching of the drive mode in preparation for the next start.
  • the synchronization rate is set to the normal synchronization rate, which is higher than during deceleration when engaging the electronically controlled coupling 16.
  • the synchronization rate in this case is, for example, the synchronization rate illustrated in Figure 7 (the rising gradient of the engagement output command TETS of the electronically controlled coupling 16).
  • the drive mode can be switched with a higher control response than during deceleration, and the stability of the accelerating travel can be increased at an early stage.
  • the driver since the driver is depressing the accelerator pedal, which is not shown, during acceleration and an acceleration G is generated in the vehicle with increased engine rotation, the driver is less likely to feel engagement shock compared to when decelerating.
  • the dog clutch 8 as the dog clutch is disposed in a position upstream of a bevel gear 9 and an output pinion 10, configuring a transfer mechanism, provided at a drive branch position to the left and right rear wheels 19, 20, as the auxiliary drive wheels, and the electronically controlled coupling 16 as the friction clutch is disposed in the position of the left rear wheel drive shaft 17, which extends to the left rear wheel 19 as an auxiliary drive wheel, downstream of the bevel gear 9 and the output pinion 10, as the transfer mechanism, via the propeller shaft 12 and the rear differential 15.
  • the clutch control device of the second embodiment is an example in which the clutch control device is applied to a rear wheel drive based four-wheel drive vehicle, and the positional relationship of the dog clutch and the friction clutch that sandwich the differential is reversed from the positional relationship thereof in the first embodiment.
  • Figure 10 illustrates the configuration of the drive system of a rear wheel drive based four-wheel drive vehicle to which is applied the clutch control device.
  • the drive system configuration of the four-wheel drive vehicle will be described below based on Figure 10 .
  • the rear wheel drive system of the four-wheel drive vehicle is provided with a transverse engine 61 (drive source), a transmission 62, a rear propeller shaft 63, a rear differential 64, a left rear wheel drive shaft 65, a right rear wheel drive shaft 66, a left rear wheel 67 (main drive wheel), and a right rear wheel 68 (main drive wheel). That is, the drive force that has passed through the transverse engine 61 and the transmission 62 is transmitted to the left and right rear wheel drive shafts 65, 66 via the rear propeller shaft 63 and the rear differential 64, and constantly drives the left and right rear wheels 67, 68 while allowing a differential rotation.
  • a transfer mechanism is configured to comprise, inside a transfer case 69, an electronically controlled coupling 70 (friction clutch), an input side sprocket 71, an output side sprocket 72, and a chain 73.
  • a front propeller shaft 74 that is connected to the output side sprocket 72, a front differential 75, a left front wheel drive shaft 76, a right front wheel drive shaft 77, a left front wheel 78 (auxiliary drive wheel), and a right front wheel 79 (auxiliary drive wheel) are provided.
  • the electronically controlled coupling 70 is disposed inside the transfer case 69 in a position upstream of the input side sprocket 71 (main drive system side position).
  • a dog clutch 80 (dog clutch) is disposed in an intermediate position of the left front wheel drive shaft 76, which connects the front differential 75 and the left front wheel 78.
  • the rotation of the drive system (rotation of the front propeller shaft 74, etc.) on the downstream side of the electronically controlled coupling 70 is stopped by releasing this electronically controlled coupling 70 and this dog clutch 80; it is thereby possible to suppress friction loss and oil stirring loss so that improved fuel efficiency can be realized.
  • the first embodiment is configured so that the dog clutch 8 is disposed on the drive branch-side transmission system path and the electronically controlled coupling 16 is disposed on the auxiliary drive wheel-side transmission system path, which sandwich the rear differential 15, of the system for transmitting drive force to the left and right rear wheels 19, 20, which are the auxiliary drive wheels.
  • the left side gear of the rear differential 15 is restricted by the rotational frequency of the left rear wheel 19.
  • the rotational frequency of the propeller shaft 12 which is connected to the differential case, takes on the average rotational frequency of the left and right rear wheels 19, 20 (driven wheel rotational frequency), since the rotational frequencies of the left and right side gears are restricted.
  • the differential rotation speed ⁇ N of the dog clutch 8 which has been decreasing with time, will reach a limit at a certain differential rotation; thereafter, the differential rotation speed ⁇ N of the dog clutch 8 shifts to an increase, and the differential rotation speed ⁇ N of the dog clutch 8 is increased with time.
  • the second embodiment is configured so that the electronically controlled coupling 70 is disposed in the drive branch-side transmission system path and the dog clutch 80 is disposed in the auxiliary drive wheel-side transmission system path, which sandwich the front differential 75, of the system for transmitting drive force to the left and right front wheels 78, 79, which are the auxiliary drive wheels.
  • the differential case of the front differential 75 is restricted by the rotational frequency of the rear propeller shaft 63.
  • the clutch control device of the present invention is applied to a front wheel drive based four-wheel drive vehicle (4WD engine vehicle), in which an engine is mounted as the drive source.
  • the clutch control device of the present invention is applied to a rear wheel drive based four-wheel drive vehicle (4WD engine vehicle), in which the left and right rear wheels are the main drive wheels.
  • the clutch control device may be applied to a rear wheel drive based four-wheel drive vehicle in which the positional relationship of the dog clutch and the friction clutch is set with the relationship as in the first embodiment.
  • the clutch control device may be applied to a front wheel drive based four-wheel drive vehicle in which the positional relationship of the dog clutch and the friction clutch is set with the same relationship as in the second embodiment.
  • the clutch control device of the present invention can be applied to other vehicles besides a 4WD engine vehicle, such as a 4WD hybrid vehicle in which an engine and an electric motor are mounted as drive sources, or a 4WD electric vehicle in which an electric motor is mounted as the drive source.
  • a 4WD engine vehicle such as a 4WD hybrid vehicle in which an engine and an electric motor are mounted as drive sources, or a 4WD electric vehicle in which an electric motor is mounted as the drive source.
  • the two-wheel drive mode is separated into the disconnected, two-wheel drive mode and the standby, two-wheel drive mode; however, the two-wheel drive mode may be only the disconnected, two-wheel drive mode, as illustrated in Figure 9 , in order to further secure fuel efficiency.
  • the synchronization speed is variably set in accordance with the rate of deceleration, when reducing the synchronization speed during vehicle deceleration, but no limitation is imposed thereby; a constant rate of deceleration may be used as long as the synchronization speed is reduced more compared to when the vehicle is not decelerating.
  • the synchronization speed is set based on the rate of deceleration when crossing the region dividing line even when variably setting in accordance with the rate of deceleration, as shown in the embodiments, but no limitation is imposed thereby.
  • the rate of deceleration may be read every predetermined control cycle, and the synchronization speed may be changed constantly in accordance with the read rate of deceleration.
  • friction clutches may be used as the friction clutch besides the multi-plate friction clutch shown in the embodiments, such as a single-plate friction clutch.

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Claims (7)

  1. Fahrzeug mit Allradantrieb mit einer Kupplungssteuerungsvorrichtung,
    - wobei im Fahrzeug mit Allradantrieb mit linken und rechten Vorderrädern (6, 7) und linken und rechten Hinterrädern (19, 20) ein Paar als Hauptantriebsräder (6, 7), die mit einer Antriebsquelle (1) verbunden sind, und das andere Paar als Hilfsantriebsräder (19, 20), die mit der Antriebsquelle (1) über eine Kupplung (8, 16) verbunden sind, festgelegt ist,
    - wobei die Kupplungssteuerungsvorrichtung mehrere Kupplungen (8, 16) aufweist, das heißt, eine Klauenkupplung (8) und eine Reibungskupplung (16), die jeweils getrennt in einem antriebsstrangseitigen Übertragungssystempfad und in einem hilfsantriebsradseitigen Übertragungssystempfad, die ein Differential (15) umschließen, eines Systems zum Übertragen einer Antriebskraft für die Hilfsantriebsräder (19, 20) angeordnet sind,
    - wobei:
    - die Klauenkupplung (8) eingerichtet ist, um das System zum Übertragen einer Antriebskraft auf die Hilfsantriebsräder (19, 20) vom System zum Übertragen einer Antriebskraft zu den Hauptantriebsrädern (6, 7) durch Lösen der Kupplung (8) zu trennen, und
    - die Reibungskupplung (16) eingerichtet ist, um einen Anteil der Antriebskraft von der Antriebsquelle (1) auf die Hilfsantriebsräder (19, 20) in Übereinstimmung mit einer Kupplungseingriffskapazität zuzuordnen, und
    - die Kupplungssteuerungsvorrichtung eine Kupplungssteuerungseinheit (34) als Kupplungssteuerungseinrichtung aufweist, die eingerichtet ist, um eine Eingriffs- und eine Ausgriffssteuerung der Klauenkupplung (8) und eine Eingriffs- und Ausgriffssteuerung der Reibungskupplung (16) in Übereinstimmung mit einem Fahrzeugzustand auszuführen, der durch eine Fahrzeugzustands-Erfassungsvorrichtung (35, 36) erfasst wird, und die zwischen einem getrennten Zweiradantriebsmodus, in dem die beiden Kupplungen (8, 16) ausgekuppelt sind, und einem verbundenen Vierradantriebsmodus, in dem die beiden Kupplungen (8, 16) eingekuppelt sind, schalten kann, gekennzeichnet dadurch,
    - dass die Kupplungssteuerungseinheit (34) mit einer Synchrondrehzahl-Steuerungseinheit (100) versehen ist, die eingerichtet ist, um eine Synchrondrehzahl der Klauenkupplung (8) während der Fahrzeugabbremsung weiter zu reduzieren, wenn das Fahrzeug zu einem Übergangszeitpunkt vom getrennten Zweiradantriebsmodus zum verbundenen Vierradantriebsmodus nicht abgebremst wird.
  2. Fahrzeug gemäß Anspruch 1, wobei:
    - die Kupplungssteuerungseinheit (34) eingerichtet ist, um eine Synchronisierung der Klauenkupplung (8) beim Übergang vom getrennten Zweiradantriebsmodus zum verbundenen Vierradantriebsmodus durch Eingriff der Reibungskupplung (16) auszuführen, und
    - die Synchrondrehzahl-Steuerungseinheit (100) eingerichtet ist, um eine Reduzierung der Synchrondrehzahl durch Reduzieren einer Eingriffsgeschwindigkeit der Reibungskupplung (16) auszuführen.
  3. Fahrzeug gemäß einem der vorhergehenden Ansprüche, wobei die Synchrondrehzahl-Steuerungseinheit (100) eingerichtet ist, um die Synchrondrehzahl während einer Abbremsung zu reduzieren, wenn ein Gaspedal-Positionsöffnungsausmaß Null ist.
  4. Fahrzeug gemäß einem der vorhergehenden Ansprüche, wobei die Synchrondrehzahl-Steuerungseinheit (100) eingerichtet ist, um die Synchrondrehzahl weiter zu reduzieren, wenn eine Fahrzeug-Abbremsungsrate erhöht wird, wenn die Synchrondrehzahl verringert wird.
  5. Fahrzeug gemäß einem der vorhergehenden Ansprüche, wobei die Kupplungssteuerungseinheit (100) eingerichtet ist, um zwischen dem getrennten Zweiradantriebsmodus und dem verbundenen Vierradantriebsmodus auf der Basis eines Modus-Schaltkennfeldes zu schalten, in dem der getrennte Zweiradantriebsmodus und der verbundene Vierradantriebsmodus in Übereinstimmung mit dem Gaspedal-Positionsöffnungsausmaß und einer Fahrzeugdrehzahl festgelegt sind, und um einen Steuerungsbereich eher auf den verbundenen Vierradantriebsmodus in einem geringeren Drehzahlbereich als zum getrennten Zweiradantriebsmodus festzulegen.
  6. Fahrzeug gemäß einem der vorhergehenden Ansprüche, wobei
    - die Klauenkupplung (8) an einer Position stromaufwärts eines Übertragungsmechanismus (9, 10) angeordnet ist, der an einer Antriebsstrangposition zu den Hilfsantriebsrädern (19, 20) vorgesehen ist, und
    - die Reibungskupplung (16) an einer Position der Antriebswelle angeordnet ist, die sich zu einem Hilfsantriebsrad (19, 20) stromabwärts des Übertragungsmechanismus (9, 10) über eine Kardanwelle (12) und einem Differential (15) erstreckt.
  7. Fahrzeug gemäß einem der Ansprüche 1 bis 5, wobei
    - die Reibungskupplung (16) an einer Position stromaufwärts eines Übertragungsmechanismus (9, 10) angeordnet ist, der an einer Antriebsstrangposition zu den Hilfsantriebsrädern (19, 20) vorgesehen ist, und
    - die Klauenkupplung (8) an einer Position der Antriebswelle angeordnet ist, die sich zu einem Hilfsantriebsrad (19, 20) stromabwärts vom Übertragungsmechanismus (9, 10) über eine Kardanwelle (12) und dem Differential (15) erstreckt.
EP15755987.3A 2014-02-28 2015-02-24 Kupplungssteuerungsvorrichtung für fahrzeug mit allradantrieb Not-in-force EP3112204B1 (de)

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PCT/JP2015/055246 WO2015129691A1 (ja) 2014-02-28 2015-02-24 ４輪駆動車のクラッチ制御装置

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US9783053B2 (en) 2017-10-10
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JPWO2015129691A1 (ja) 2017-03-30
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